Cogeneration apparatus

ABSTRACT

A cogeneration apparatus includes a housing for accommodating an engine, a fuel line, an electrical generator, and a power converter part. The housing is partitioned into a power-generation compartment and an electrical-equipment compartment. Empty space in the housing is used to form a concave part, which is indented from the electrical-equipment compartment toward the power-generation compartment. The fuel line is disposed in the concave part.

FIELD OF THE INVENTION

The present invention relates to a cogeneration apparatus including afuel line for leading fuel to a motor, a control part for controllingthe motor, an electrical generator driven by the motor, and apower-converting part for converting alternating-current electricalpower produced by the electrical generator, which are accommodatedwithin a housing.

BACKGROUND OF THE INVENTION

Disclosed in Japanese Patent Application Laid-Open Publication No.H11-200951 (JP-A H11-200951) is a well-known example of a cogenerationapparatus in which a gas-line chamber is partitioned from anengine-accommodating chamber, whereby fuel gas within a gas line is notaffected by heat produced by an engine.

In this cogeneration apparatus, a gas engine is used as a motor, a gasline is provided for supplying fuel gas to the gas engine, a housing foraccommodating the gas engine and the gas line is partitioned into theengine-accommodating chamber and the gas-line chamber, and the gas line,a gas shutoff valve, and a gas regulator are accommodated in thegas-line chamber.

However, in the cogeneration apparatus disclosed in JP-A H11-200951, thegas-line chamber is partitioned off within the housing, and the gas-linechamber must be comparatively large in order to accommodate all of thegas line, the gas shutoff valve, the gas regulator, and the like in thegas-line chamber. The size of the housing therefore increases, and thecogeneration apparatus is prevented from being downsized.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a cogenerationapparatus in which the effects of the heat of a motor on fuel gas arelimited, and which can be downsized.

According to one aspect of the present invention, there is provided acogeneration apparatus which comprises: a motor; a fuel line for leadingfuel to the motor; a control part for controlling the motor; anelectrical generator driven by the motor; a power converter part forconverting alternating-current power generated by the electricalgenerator to electrical power of required specification; a heatexchanger for using waste heat of the motor as a heat source; and ahousing for accommodating the motor, the fuel line, the control part,the electrical generator, the power converter part, and the heatexchanger, wherein the housing is partitioned into a power-generationcompartment and an electrical-equipment compartment, the motor, theelectrical generator, and the heat exchanger being accommodated in thepower-generation compartment, while the control part, the powerconverter part, and the fuel line being accommodated in theelectrical-equipment compartment, the housing has a concave part formedby depressing an empty space thereof toward the electrical-equipmentcompartment, and the fuel line is disposed in the concave part.

The fuel line is therefore disposed in the electrical-equipmentcompartment, and therefore the heat produced by the motor does notaffect the fuel gas flowing within the fuel line.

The empty space (dead space) of the housing is used to form the concavepart, whereby more space need not be secured for forming the concavepart in the housing. The housing can thereby be limited to a small size,and the cogeneration apparatus can be downsized.

Preferably, the concave part is provided adjacent to a wall surface ofthe housing. The control part, the power converter part, and otherelectronic components are provided to the electrical-equipmentcompartment. The fuel line must therefore be removed when attaching anddetaching or when maintaining and checking the control part, the powerconverter part, or other electronic components. However, removing thefuel line requires significant labor when the fuel line is disposedtoward the interior of the housing, and attaching and detaching ormaintaining and checking the electronic components therefore alsorequires significant labor. The concave part is accordingly providedadjoining the wall surface of the housing. The fuel line can thereforebe readily removed without requiring significant labor, and attachingand detaching or maintaining and checking the control part, the powerconverter part, or other electronic components can be accomplishedwithout significant labor. The ease of assembly and maintainability(maintenance and suitability for inspection) of the cogenerationapparatus can therefore be improved.

Desirably, the concave part is formed to have a substantially triangularshape when viewed from above. One side of the triangular concave partcan therefore double as the wall surface, and the other sides allow thedividing wall to be kept small.

The other sides of the substantially triangular concave part can beformed using a simple configuration in which the dividing wall of theelectrical-equipment compartment is merely bent at one location. Thedividing wall of the electrical-equipment compartment that forms thetriangular concave part can thus be limited to a small size. The simpleconfiguration in which the dividing wall of the electrical-equipmentcompartment is merely bent at one location also allows costs to bereduced.

BRIEF DESCRIPTION OF THE DRAWINGS

A preferred embodiment of the present invention will be described indetail below, by way of example only, with reference to the accompanyingdrawings, in which

FIG. 1 is a perspective view illustrating a cogeneration apparatusaccording to an embodiment of the present invention, as seen from therear;

FIG. 2 is a perspective view showing the cogeneration apparatus ofFIG. 1. an outside panel removed;

FIG. 3 is a cross-sectional view taken along line 3-3 of FIG. 1;

FIG. 4 is a perspective view showing the cogeneration apparatus ofFIG. 1. as seen from the front;

FIG. 5 is a cross-sectional view taken along line 5-5 of FIG. 4;

FIG. 6 is a cross-sectional view taken along line 6-6 of FIG. 4;

FIG. 7 is a perspective view showing a relationship between the internalfuel line and the mixer;

FIG. 8 is a cross-sectional view taken along line 8-8 of FIG. 4;

FIG. 9 is a perspective view showing an air-cleaning device of FIG. 8;

FIG. 10 is an exploded perspective view showing the air-cleaning deviceof FIG. 9;

FIGS. 11A and 11B are schematic views illustrating air being introducedinto the air-cleaning device according to the inventive embodiment;

FIG. 12 is a cross-sectional view illustrating intake noise beingminimized by a resonator of the air-cleaning device according to thepresent embodiment; and

FIGS. 13A and 13B are schematic view illustrating an example manner ofattachment/detachment and maintenance/checking of an electroniccomponent of the cogeneration apparatus according to the presentinvention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the description of the present embodiment, “front,” “rear,” “left,”and “right” are shown as “Fr,” “Rr,” “L,” and “R.” in the drawings.

As shown in FIGS. 1 and 2, a cogeneration apparatus 10 according to thepresent embodiment is a combined heat-and-power apparatus that isprovided with a cogeneration case (housing) 11 partitioned into apower-generation compartment 12 and an electrical-equipment compartment13; an engine (motor) 16 accommodated in a lower part inside thepower-generation compartment 12; an electrical generator 18 provided toan upper part of a body (referred to as “engine body” below) 17 of theengine 16; a heat exchanger 19 provided to the side of the engine body17; a first control part (control part) 21 accommodated in a lower partinside the electrical-equipment compartment 13; a power converter part22 accommodated in an upper part inside the electrical-equipmentcompartment 13; and an internal fuel line (fuel line) 24 accommodatedwithin the electrical-equipment compartment 13.

The cogeneration case 11 is formed into a substantially rectangularshape by a front panel 31, a rear panel 32, a left side panel 33, aright side panel 34, and a roof panel 35. A dividing wall 36 (see FIG.3) is provided along the left side panel 33 within the cogeneration case11. An upper dividing part 38 is provided to extend from an upper endpart 36 a of the dividing wall 36 to the right side panel 34.

Providing the dividing wall 36 within the cogeneration case 11 allowsthe space within the cogeneration case 11 to be partitioned into leftand right spaces for the power-generation compartment 12 and theelectrical-equipment compartment 13. The power-generation compartment 12on the right accommodates the engine 16, the electrical generator 18,the heat exchanger 19, and the like. The electrical-equipmentcompartment 13 on the left accommodates the first control part 21, thepower converter part (inverter unit) 22, the internal fuel line 24, andthe like.

Providing the upper dividing part 38 within the cogeneration case 11allows the upper region of the power-generation compartment 12 to bepartitioned into spaces for an intake/exhaust part 14. In theintake/exhaust part 14 is accommodated (disposed) an air-cleaning device45 (see FIG. 4), a gas-flow-adjusting device 48, and a mixer 46(including a throttle valve 47 shown in FIG. 9). The air-cleaning deviceconstitutes a part of an intake system 41 of the engine 16. In theintake/exhaust part 14 is also accommodated (disposed) a muffler 52 thatconstitutes a part of an exhaust system 51 of the engine 16. The muffler52 is communicatingly connected to an exhaust outlet 53.

As shown in FIGS. 2 and 3, the dividing wall 36 has a rear bent part 37that is bent towards empty space (“dead space”) in the power-generationcompartment 12. The rear bent part 37 is provided to the rear end of thedividing wall 36 and is provided adjoining the rear panel (wall surface)32. A concave part 55 is formed by the rear bent part 37 and the rearpanel 32. In other words, the concave part 55 is a space adjoining therear panel 32 and is formed by the rear bent part 37 and the rear panel32 in a substantially triangular shape when viewed from above. Theconcave part 55 that is depressed from the electrical-equipmentcompartment 13 toward the power-generation compartment 12 is thus formedin the electrical-equipment compartment 13 using the empty space of thecogeneration case 11, or, specifically, using the empty space of thepower-generation compartment 12. The internal fuel line 24 is disposedwithin the concave part 55.

Thus, the cogeneration case 11 is partitioned into the power-generationcompartment 12 and the electrical-equipment compartment 13, the concavepart 55 is formed to be depressed from the electrical-equipmentcompartment 13 toward the power-generation compartment 12, and theinternal fuel line 24 is disposed in the concave part 55. The internalfuel line 24 can thereby be disposed in the electrical-equipmentcompartment 13, and therefore the heat produced by the engine 16 doesnot affect the fuel gas (fuel) flowing within the internal fuel line 24.

The empty space (“dead space”) of the cogeneration case 11 is used toform the concave part 55, whereby more space need not be secured forforming the concave part 55 in the cogeneration case 11. Thecogeneration case 11 can thereby be limited to a small size, and thecogeneration apparatus 10 can be downsized.

The concave part 55 is provided adjoining the rear panel 32 of thecogeneration case 11 and is formed having a substantially triangularshape when viewed from above. One side of the substantially triangularconcave part 55 can therefore double (be formed as) a part 32 a of therear panel 32, and the other sides can be formed by the dividing wall 36(specifically, the rear bent part 37) of the electrical-equipmentcompartment 13. The dividing wall 36 of the electrical-equipmentcompartment 13 that forms the substantially triangular concave part 55can therefore be kept small.

The other sides of the substantially triangular concave part 55 can beformed using a simple configuration in which the rear bent part 37 ofthe dividing wall 36 is merely bent at one location. The rear bent part37 of the dividing wall 36 that forms the substantially triangularconcave part 55 can thus be limited to a small size. The simpleconfiguration in which the rear bent part 37 of the dividing wall 36 ismerely bent at one location also allows the cost of the cogenerationapparatus 10 to be reduced.

As shown in FIGS. 4, 5, and 6, the engine 16 is a gas engine that isprovided with an air-intake part 42 provided to the intake system 41;the air-cleaning device 45 provided downstream of the air-intake part42; a gas-flow-adjusting device 48 provided downstream of theair-cleaning device 45, the mixer 46 (see FIG. 7) provided downstream ofthe gas-flow-adjusting device 48; and the throttle valve 47 (see FIG. 8)included in the mixer.

According to the intake system 41, air (outside gas) taken in from theair-intake part 42 is led to the air-cleaning device 45 through a firstair-introducing channel 43 and a second air-introducing channel 44. Thefirst air-introducing channel 43 is formed having a labyrinthine shape.The air that is led to the air-cleaning device 45 is cleaned by theair-cleaning device 45, and cleaned air is mixed with the fuel gas inthe mixer 46. The mixed fuel gas is introduced through the throttlevalve 47 (FIG. 7) into a combustion chamber 17 a of the engine 16, andthe engine 16 is driven.

As shown in FIG. 4, the electrical generator 18 is provided to the upperpart of the engine body 17, and a drive shaft of the electricalgenerator 18 is coaxially linked to a crankshaft of the engine 16.Driving the electrical generator 18 using the engine 16 allowselectrical power (alternating-current electrical power) to be producedby the electrical generator 18.

In the heat exchanger 19, water is brought in from the outside as shownby the arrow Wa (FIG. 2), along with exhaust gas of the engine 16. Heatexchange occurs between the exhaust gas and the water, thereby heatingthe water. The waste heat (exhaust heat) of the engine 16 is thus usedas a heat source to generate hot water, and the heat of the hot watergenerated is brought to the outside of the cogeneration apparatus 10 asshown by the arrow Hw (FIG. 2) and used for space heating or the like.

As shown in FIG. 2, the first control part 21 is provided tosubstantially the lower-half part of the dividing wall 36 and is therebydisposed within the electrical-equipment compartment 13. The firstcontrol part 21 is, e.g., an earth leakage circuit breaker, but thisexample is not given by way of limitation; other engine-controllingfunctions may be provided.

The cogeneration apparatus 10 is provided with a second control part 23on the right of the air-cleaning device 45 (intake/exhaust part 14). Thesecond control part 23 is an ECU provided with functions for, e.g.,controlling the engine 16 so that the electrical generator 18 isswitched to a starter function when starting the engine 16, and theelectrical generator 18 is switched to the generator function afterstarting the engine 16. As long as the second control part 23 is notdisposed in the power-generation compartment 12, the space in which thesecond control part is placed is not limited, and the second controlpart may therefore also be disposed in the electrical-equipmentcompartment 13.

The power converter part 22 is provided to the upper-half part of thedividing wall 36 and is thereby disposed in the electrical-equipmentcompartment 13. The power converter part 22 is an inverter unit forconverting the alternating-current electrical power produced by theelectrical generator 18 into electrical power of the requiredspecifications.

As shown in FIGS. 2 and 7, in the internal fuel line 24, a panel endpart 25 a is provided to a supporting bracket 28 near the left sidepanel 33, and a gas-flow-adjusting end part 27 a is provided to thegas-flow-adjusting device 48. The panel end part 25 a is on the upstreamside of the internal fuel line 24, and the gas-flow-adjusting end part27 a is on the downstream of the internal fuel line 24. The internalfuel line 24 has a lower horizontal line part 25 and a vertical linepart 26 accommodated in the electrical-equipment compartment 13; and anupper inclined line part 27 accommodated in the intake/exhaust part 14.

The panel end part 25 a is provided to the left side panel 33, and thelower horizontal line part 25 extends substantially horizontally fromthe panel end part 25 a to the rear bent part 37. The lower horizontalline part 25 is accommodated in the electrical-equipment compartment 13.The panel end part 25 a is communicatingly connected through an externalfuel line to a fuel-gas supply source outside the cogeneration apparatus10.

The vertical line part 26 extends from a bent-part end 25 b of the lowerhorizontal line part 25 upwards along the rear bent part 37 to the upperdividing part 38. The vertical line part 26 is accommodated in theelectrical-equipment compartment 13 (specifically, in the concave part55; see FIG. 3).

The upper inclined line part 27 extends from an upper end 26 a of thevertical line part 26 to the gas-flow-adjusting device 48. Thegas-flow-adjusting end part 27 a is communicatingly connected with thegas-flow-adjusting device 48. The upper inclined line part 27, which iscommunicatingly connected with the gas-flow-adjusting device 48, isaccommodated in the intake/exhaust part 14. Communication of the upperinclined line part 27 to the gas-flow-adjusting device 48 thus enablesthe gas-flow-adjusting device 48 to communicate with the fuel-gas supplysource via the internal fuel line 24 and the external fuel line.

The fuel gas (fuel) of the fuel-gas supply source can therefore besupplied through the external fuel line and the internal fuel line 24 tothe gas-flow-adjusting device 48. The flow rate of the fuel gas that issupplied to the gas-flow-adjusting device 48 is adjusted by thegas-flow-adjusting device 48, and the fuel gas is led to the mixer 46(FIG. 7). The fuel gas that is led to the mixer 46 is mixed with air ledfrom the air-cleaning device 45. The fuel gas mixed in the mixer 46 isintroduced through the throttle valve 47 (FIG. 7) into the combustionchamber 17 a of the engine 16.

As shown in FIG. 8, the air-cleaning device 45 is provided with anair-cleaning case 61 that is communicatingly connected to the intakesystem 41; a first air filter 65 and a second air filter (air filter) 66that are accommodated within the air-cleaning case 61; and a hollowresonator 68 that is provided downstream of the second air filter 66.

As shown in FIGS. 9 and 10, the air-cleaning case 61 is provided with abox-shaped case body 62 that is communicatingly connected to the mixer46, and a cover 63 that is detachably provided to an aperture part 62 aof the case body 62.

In the case body 62, a communicatingly-connecting channel 71 is formedon a rear end part 62 b, and an outer end part 71 a of thecommunicatingly-connecting channel 71 is communicatingly connected to anintroduction line 74 of the intake system 41 via a seal material 72. Anair-intake port 62 c (see FIG. 6) that is communicatingly connected tothe second air-introducing channel 44 (FIG. 6) is formed in the casebody 62.

As shown in FIG. 6, the cover 63 accommodates the first air filter 65and the second air filter 66 in a state of attachment to the aperturepart 62 a of the case body 62. In the cover 63, a right end part 63 b onan aperture part 63 a of the cover 63 is communicatingly connected tothe air-intake port 62 c of the case body 62. The second air filter 66is provided downstream of the first air filter 65, i.e., toward theresonator 68.

As shown in FIG. 8, the second air filter 66 is provided at a positionwhere the space within the air-cleaning case 61 splits into an upstreamspace 76 and a downstream space 77. The upstream space 76 is formedinside the cover 63, and the downstream space 77 is formed in the casebody 62. The upstream space 76 is communicatingly connected to theair-intake port 62 c (FIG. 6) of the case body 62.

The downstream space 77 is formed downstream of the upstream space 76.The upstream space 76 and the downstream space 77 are communicatinglyconnected via the second air filter 66.

According to the air-cleaning device 45, air that has passed through thesecond air-introducing channel 44 (FIG. 6) of the intake system 41 isled upstream of the first air filter 65, in the upstream space 76. Theair that has been led upstream of the first air filter 65 is purified bythe first air filter 65 and led toward the second air filter 66. The airthat has been led toward the second air filter 66 is purified by thesecond air filter 66 and led to the downstream space 77.

The hollow resonator 68 is positioned in the downstream space 77. Theresonator 68 is formed in a box shape that has a substantiallyrectangular cross section, and is a sound-deadening part (silencer) forintroducing air from the downstream space 77 into an internal space 69and thereby limiting the intake noise of the air. The resonator 68 isprovided to the downstream space 77 and is positioned at a predeterminedinterval with respect to the air-cleaning case 61.

Positioning the resonator 68 at a predetermined interval with respect tothe air-cleaning case 61 allows a downstream-space channel 78 to beformed between the resonator 68 and the air-cleaning case 61. In otherwords, the downstream-space channel 78 can be ensured along an upperoutside wall 68 a, a lower outside wall 68 b, and a rear outside wall 68c of the resonator 68. The downstream-space channel 78 can be used as achannel for introducing air into the resonator 68.

The downstream-space channel 78 is formed having a cross-sectional areaS3. The downstream-space channel 78 is usually formed between theresonator 68 and the air-cleaning case 61, and therefore preserving auniform cross-sectional area is difficult. The minimum cross-sectionalarea of the downstream-space channel 78 will therefore be given as thecross-sectional area S3.

The aforedescribed resonator 68 has an introduction port 68 d forcommunicatingly connecting the downstream-space channel 78 to the hollowinternal space 69, and a lead-out port 68 e for communicatinglyconnecting the hollow internal space 69 to the introduction line 74 ofthe intake system 41.

The introduction port 68 d is provided to the side opposite (i.e., farfrom) the second air filter 66. The introduction port 68 d is formedhaving a cross-sectional area S2. Providing the introduction port 68 dto the side opposite the second air filter 66 thus enables the intakenoise of the engine 16 that is produced accompanying intake pulsationsand shock waves to be led through the internal space 69 of the resonator68 and then to the downstream-space channel 78. The intake noise of theengine 16 can thereby be minimized by the resonator 68 and then furtherminimized by the downstream-space channel 78.

The introduction port 68 d is communicatingly connected via a sealmaterial 81 to an inside end part 71 b of the communicatingly-connectingchannel 71 provided to the case body 62. The seal material 81 interruptsthe communicating connection between the downstream-space channel 78 andthe communicatingly-connecting channel 71. The lead-out port 68 e isprovided above the introduction port 68 d and on the same side as theintroduction port 68 d, and is positioned upstream of the throttle valve47. The lead-out port 68 e is formed having a cross-sectional area S1.

Accommodating the resonator 68 in the downstream space 77 within theair-cleaning case 61 allows the introduction port 68 d and the lead-outport 68 e provided to the resonator 68 to be positioned within theair-cleaning case 61. The seals at the connecting part of theintroduction port 68 d and the connecting part of the lead-out port 68 etherefore need not be excessively enhanced in comparison to the case inwhich the resonator 68 is provided outside the air-cleaning case 61.Manufacturing is thereby simplified, and the cost of the cogenerationapparatus 10 can be reduced.

The relationship between the cross-sectional area Si of the lead-outport 68 e, the cross-sectional area S2 of the introduction port 68 d,and the cross-sectional area S3 of the downstream-space channel 78 willnow be described. Specifically, the cross-sectional area S1 of thelead-out port 68 e and the cross-sectional area S2 of the introductionport 68 d have a relationship such that S1>S2.

The relationship S1>S2 thus allows the internal space 69 of theresonator 68 upstream of the throttle valve 47 to have a negativepressure during intake of the engine 16 (FIG. 2). The throttle valve 47thereby tends to be open, and the engine 16 can be efficiently driven.The cross-sectional area S2 of the introduction port 68 d is kept small,whereby the intake noise can be suitably reduced by the internal space69 of the resonator 68, and accordingly the intake noise of the engine16 can be more favorably reduced (minimized).

The cross-sectional area S3 of the downstream-space channel 78 and thecross-sectional area S2 of the introduction port 68 d have arelationship such that S3>S2. When, e.g., the cross-sectional area S3 ofthe downstream-space channel 78 and the cross-sectional area S2 of theintroduction port 68 d have a relationship such that S3<S2, thenarrowest point of air entry (minimum cross-sectional view) into theengine 16 is the cross-sectional area S3 of the downstream-space channel78. The downstream-space channel 78 is the channel formed by theinterval between the resonator 68 and the air-cleaning case 61. The airin the downstream-space channel 78 could therefore have difficulty inflowing stably in cases where the cross-sectional area S3 of thedownstream-space channel 78 is kept small.

Stably driving the engine 16 may therefore be difficult, and intakenoise may increase. The cross-sectional area S3 of the downstream-spacechannel 78 is accordingly kept large, where the relationship between thecross-sectional area S3 of the downstream-space channel 78 and thecross-sectional area S2 of the introduction port 68 d is such thatS3>S2. The intake noise of the engine 16 can thereby be more favorablyreduced (minimized).

The cross-sectional area S3 of the downstream-space channel 78 and thecross-sectional area Si of the lead-out port 68 e have a relationshipsuch that S3>S1. When the relationship of the cross-sectional area S3 ofthe downstream-space channel 78 and the cross-sectional area 51 of thelead-out port 68 e is such that S3<S1, the cross-sectional area S3 ofthe downstream-space channel 78 decreases. The downstream-space channel78, as previously described, is the channel formed by the intervalbetween the resonator 68 and the air-cleaning case 61. The air in thedownstream-space channel 78 could therefore have difficulty in flowingstably in cases where the cross-sectional area S3 of thedownstream-space channel 78 is kept small.

Stably driving the engine 16 may therefore be difficult, and intakenoise may increase. The cross-sectional area S3 of the downstream-spacechannel 78 is accordingly kept large, where the relationship between thecross-sectional area S3 of the downstream-space channel 78 and thecross-sectional area S1 of the lead-out port 68 e is such that S3>S1.The intake noise of the engine 16 can thereby be more favorably reduced(minimized).

As described above, the cross-sectional area S1 of the lead-out port 68e, the cross-sectional area S2 of the introduction port 68 d, and thecross-sectional area S3 of the downstream-space channel 78 have arelationship such that S3>S1>S2. Making the cross-sectional area S3 ofthe downstream-space channel 78 large thus enables the air in thedownstream-space channel 78 can flow stably. The engine 16 can thereforeby stably driven, and intake noise can be reduced.

The cross-sectional area S1 of the lead-out port 68 e and thecross-sectional area S2 of the introduction port 68 d are made to have arelationship such that S1>S2, whereby the throttle valve 47 therebytends to be open, and the engine 16 can be efficiently driven. Thecross-sectional area S2 of the introduction port 68 d is kept small,whereby the intake noise of the engine 16 can be more favorably reducedor minimized.

Forming the downstream-space channel 78 between the resonator 68 and theair-cleaning case 61 thus enables air that has been led through thesecond air filter 66 to the downstream space 77 to be led to thedownstream-space channel 78 between the resonator 68 and theair-cleaning case 61. The air that has been led to the downstream-spacechannel 78 is led through the downstream-space channel 78 to theintroduction port 68 d. The air that has been led to the introductionport 68 d is led through the introduction port 68 d to the internalspace 69 of the resonator 68. The air that has been led to the internalspace 69 of the resonator 68 is led through the internal space 69 andthrough the lead-out port 68 e to the introduction line 74 of the intakesystem 41.

An example of using the resonator 68 of the air-cleaning device 45 tominimize intake noise will be described next on the basis of FIGS. 11A,11B, and 12.

As shown in FIG. 11A, outside air (air) from the air-intake part 42 ofthe intake system 41 is taken in as shown by the arrow A. The air thatis taken in from the air-intake part 42 is led to the labyrinthine firstair-introducing channel 43 as shown by the arrow B. The air that hasbeen led to the first air-introducing channel 43 is led along the firstair-introducing channel 43 as shown by the arrow C. The air that haspassed through first air-introducing channel 43 is led toward the secondair-introducing channel 44 (FIG. 11B) as shown by the arrow D.

As shown in FIG. 11B, the air that has been led to the secondair-introducing channel 44 as shown by the arrow D is led along thesecond air-introducing channel 44 as shown by the arrow E. The air thathas passed through the second air-introducing channel 44 is led to theupstream space 76 of the air-cleaning case 61 as shown by the arrow F.

As shown in FIG. 12, the air that has been led to the upstream space 76is purified by the first air filter 65 and the second air filter 66 andis led to the downstream-space channel 78 of the downstream space 77 asshown by the arrow G. The air that has been led to the downstream-spacechannel 78 is led along the downstream-space channel 78 to theintroduction port 68 d as shown by the arrow H. The air that has beenled to the introduction port 68 d is led through the introduction port68 d to the internal space 69 of the resonator 68 as shown by the arrowI.

The air that has been led to the internal space 69 of the resonator 68is led through the internal space 69 to the lead-out port 68 e as shownby the arrow J. The air that has been led to the lead-out port 68 e isled through the lead-out port 68 e to the introduction line 74 as shownby the arrow K. The air that has been led to the introduction line 74 ismixed with fuel gas by the mixer 46. The mixed fuel gas is led throughthe throttle valve 47 to the combustion chamber 17 a of the engine 16shown in FIG. 4, as shown by the arrow L.

Having the air led to the downstream-space channel 78 of the resonator68 thus enables the intake noise of the engine 16 that is producedaccompanying intake pulsations and shock waves to be reduced (minimized)by the downstream-space channel 78.

As shown in FIG. 8, the downstream-space channel 78 is maintained alongthe upper outside wall 68 a, the lower outside wall 68 b, and the rearoutside wall 68 c of the resonator 68, whereby the intake noise of theengine 16 that is produced accompanying intake pulsations and shockwaves can be reduced (minimized) even more favorably by thedownstream-space channel 78.

The introduction port 68 d of the resonator 68 is provided on the sideopposite (far from) the second air filter 66, whereby the intake noiseof the engine 16 that is produced accompanying intake pulsations andshock waves can be led through the internal space 69 of the resonator 68and then to the downstream-space channel 78. The intake noise of theengine 16 can thereby be minimized by the resonator 68 and then furtherminimized by the downstream-space channel 78, and therefore the intakenoise of the engine 16 can be even more favorably reduced (minimized).

An example of attaching and detaching and an example of maintaining andchecking the first control part 21, the power converter part 22, andother electronic components will be described next on the basis of FIGS.13A and 13B.

As shown in FIG. 13A, the first control part 21, the power converterpart 22, and other electronic components are provided to theelectrical-equipment compartment 13.

The internal fuel line 24 must usually be removed when attaching anddetaching or when maintaining and checking the first control part 21,the power converter part 22, or other electronic components.

However, removing the internal fuel line 24 requires significant laborwhen the internal fuel line 24 is disposed toward the interior of thecogeneration case 11 (FIG. 3), i.e., toward the center of the firstcontrol part 21, the power converter part 22, and other electroniccomponents. Attaching and detaching or maintaining and checking thefirst control part 21, the power converter part 22, or other electroniccomponents therefore requires significant labor.

The concave part 55 is accordingly formed adjoining the rear panel 32(FIG. 3) of the cogeneration case 11, and the internal fuel line 24 isprovided to the concave part 55. The internal fuel line 24 can thereforebe readily removed without requiring significant labor, as shown in FIG.13B. Attaching and detaching or maintaining and checking the firstcontrol part 21, the power converter part 22, or other electroniccomponents can thereby be accomplished without significant labor. Theease of assembly and maintainability (maintenance and suitability forinspection) of the cogeneration apparatus 10 can therefore be improved.

The cogeneration apparatus according to the present invention is notlimited to the previously described embodiment; appropriate changes,improvements, and the like are possible. For example, the gas engine 16was given as the motor in the embodiment, but this example is not givenby way of limitation, and a gasoline engine or other engine can also beused.

The shapes and configurations of the cogeneration apparatus 10, theengine 11, the electrical generator 18, the heat exchanger 19, theintake system 41, the air-cleaning device 45, the throttle valve 47, theair-cleaning case 61, the second air filter 66, the resonator 68, theintroduction port 68 d, the lead-out port 68 e, the internal space 69,the upstream space 76, the downstream space 77, the downstream-spacechannel 78, and the like given in the embodiment are not limited to theexamples given; appropriate changes are possible.

The present invention is suitably applied to cogeneration apparatusesthat are provided with an electrical generator driven by a motor, andwith a heat exchanger that uses waste heat of the motor, in which anair-cleaning device is provided to the motor.

Obviously, various minor changes and modifications of the presentinvention are possible in light of the above teaching. It is thereforeto be understood that within the scope of the appended claims theinvention may be practiced otherwise than as specifically described.

1. A cogeneration apparatus comprising: a motor; a fuel line for leadingfuel to the motor; a control part for controlling the motor; anelectrical generator driven by the motor; a power converter part forconverting alternating-current power generated by the electricalgenerator to electrical power of required specification; a heatexchanger for using waste heat of the motor as a heat source; and ahousing for accommodating the motor, the fuel line, the control part,the electrical generator, the power converter part, and the heatexchanger, wherein the housing is partitioned into a power-generationcompartment and an electrical-equipment compartment, the motor, theelectrical generator, and the heat exchanger being accommodated in thepower-generation compartment, while the control part, the powerconverter part, and the fuel line being accommodated in theelectrical-equipment compartment, the housing has a concave part formedby depressing an empty space thereof toward the electrical-equipmentcompartment, and the fuel line is disposed in the concave part.
 2. Theapparatus of claim 1, wherein the concave part is provided adjacent to awall surface of the housing.
 3. The apparatus of claim 1, wherein theconcave part is formed to have a substantially triangular shape asviewed from above.